Electric signaling system.



PATENTEDSEPT. 26, 1905" H. W. SOUDER.

ELECTRIC SIGNALING SYSTEM.

APPLIoA'TIoN FILED JAN. 27. L905.

2 SHEETS-SH an 1.

lie-800,179. I PATENTED SEPT. 26,1905.

' H. w. sommn. 7

ELECTRIC SIGNALING SYSTEM. urmcnmn FILED JAN 27, 19 05.

3 sums-9min z.

No .800,179. PATENT$D"SEPT.Z6,1905.

H. W. SOUDEIL' ELECTRIC SIGNALING SYSTEM]: 3- r AEPLICATION FILED. JAN27, 1905.

3 SHEETS-SHEET 3.

" UNITED sTATEs PATENT oEEIo HOWELL W. SOUDER, or TAM UA, PENNSYLVANIA,AssieNoa OF oNE- HALF Tow. D. ZEHNER, or LANSFORD, PENNSYLVA IA.

ELECTRIC SIGNALING SYSTEM.

Slpecificationbf Letters Patent.

Patented Sept. 26, 1905.

Application filed January 2'7. 1905. Serial No.'242,851.

To all whom it may concern:

Be it known that 1, HOWELL W. SoUDER, a citizen of the United States ofAmerica, and a resident of Tamaqua, county of Schuylkill, and State ofPennsylvania, have invented certain new and useful Improvements inElectric Signaling Systems, of which the following is a specification. 1

My invention relates to the controlling of electric circuits generally;and, more specifically, it consists of an improved apparatus formanipulating the circuits and operating the apparatus in electricsignaling systems primarily designed for use in electric trolleyroadsoperated upon the block system.

My invention finds its most useful application in connection with thesystem of electric railroad-signals shown in my Patent No. 735,416,dated August 4., 1903, and subsequent modifications thereof. As shown inmy before-mentioned patent, it has been cus tomary to secure thedistinct and separate action of various portions of the signaling systemby cars going in different directions through the agency of a set offrogs and short turnouts inserted in the trolley-wire and acting tothrow the trolley-wheel always to the right when looking in thedirection in which the frogs and turnouts; but in the apparatus thereindisclosed a contact-maker cooperating with the trolley-wheel is stillemployed. I have found that in roads operating cars at a very high speedit is difiicult to obtain a sufficient contact by means of anycontact-maker cooperating with the trolley-wheel, for the reason thatthe period of contact with a device of ordinary length is notsufliciently long to insure a'proper working of the signals and that theconstruction and maintenance of a very long contact-making device iscostly and My present invention is de which maybe operated by thepassage of a car over insulated lengths of rail, though the particulararrangement of circuits therein shown might also, if desired, beoperated by a sectional contact-maker cooperating with I thetrolley-wheel.

The preferred form of apparatus embodying my present invention andcertain modifications thereof are illustrated in the accompanying threesheets of drawings, in which- Figure 1 1s a diagrammatic view of my1mproved system in its preferred form. Flg. 2

is a diagrammatic view of a modification there- 735,416, and will not befurther described at this point. The invention here disclosed has to dowith the proper energizing of the controller-magnets 5 5 5, and 5 andsuch energizing is produced through the flow of current fromthetrolley-wire 1 through the wires 27 or 27 to whichever of saidcontrollermagnets is thrown into connection. The connecting of saidmagnets with the trolley-current is effected through the connections 26,26126, and 26 and switches 25*, 25 25*, and 25 throwing the same,respectively, into circuit with the terminal contact pieces 26 or 26 towhich the wires 27 and 27 respecv tively, are connected. The switches25, 25

25, and 25 are operated through the mag nets 24, 24:, 24:, and 24*, saidswitches being mounted upon levers 29, 29 29*, and 29 8:0.

At the other end of the pivoted levers 29, 29

29, and 29 are switches 22?, 22 22 and 22, which control the circuits tothe magnets 24:, 24t 24, and 2? by connecting the same, respectively,through the connections 23, 23 23", and 23 to the contact-pieces 22 or22, to which'the common return-wires 7 and 7 are connected. These commonreturn-wires extend to the bonded rail 2 of the railroad track and haveconnected in series with them electric batteries 7 7 or other sources ofelec-, trio-current supply. The other ends of the coils of the magnets-2L, 24f, 24;", and 24 are connected, by wires 3, 3, 3, and 3 to theinsulated rail-sections 2, 2", 2, and 2" of the railroad-track, theother or bonded rail 2 of which is connected to the return-wires 7" and7. Resistance-coils a L are bridged across the supply connections 3 and3" and across supply connections 3 and 3) at some convenient point, asacross the binding-posts 3 3 of each magnet-circuit controller. Suchbeing the arrangement of circuits, the operation of the same is asfollows: Normally the parts are in the position shown in full lines inFig. 1. The supply connection to the signal-circuit is cut out at eachend and the ground connection is cut in. The circuit through thebatteries 7 7 is broken by reason of the insulation of the rail-sections2, 2", 2, and 2-". The circuits tothe controller-magnets 5, 5", 5", and5* are all broken at the switches 25, 25", 25, and 25. 'If now a carenters the block at the east end, when its wheels pass over theinsulated rail-section 2 circuit is established through said wheels fromthe bonded rail 2 and through the current-supplying circuit3, magnet 24,wire 23, switch 22, contactpiece 22 ,common return-wire 7 and battery 7back to the bonded rail. This enables the battery-current to energizethe magnet 24 and attract the swinging lever 29 into dottedlineposition. This closes the switch 25 and sends current from thetrolley-wire 1 through the wire 27 contact-piece 26, wire 26, and magnet5 to the ground, thereby operating the east circuit-controller in themannerdescribed in my previous patent and here indicated in dotted linesto cut in the current through wire 15 to the signal circuit 8. When thewheels of the car pass over onto the insulated rail-section 2 thebattery-current cannot pass through the wire 3 and magnet 242 becausethe switch 22 has been previously opened at the time the switch 25 wasclosed. Consequently a portion of this current is forced through thebridged resistance L to the circuit 3 and continues to pass through themagnet 24 in sufficient quantity to hold the lever 29 in position andmaintain the circuits in their initial and hereinbefore-describedcondition, so that the signal-circuit controllers are not disturbed. Itis evident, of course, that when the initial contact is made with theinsulated rail-section 2", a small fraction of the battery-current willbe shunted through the resistance 4 and over onto the circuit 3 andthrough the magnet 24: before the switch 22 can be opened; but this willbe too weak to attract the swinging lever 29, the latter being withdrawnsome distance from the magnet, and the prompt action of the magnet 24,which gets the full current, instantly opens switch 22 cutting outmagnet 24" completely. When the car goes out of the block at the westend, it first strikes the insulated rail-section W, with the result thatbattery-current goes through the wire 3", magnet 9A", wire 23-", switch22", contactpiece 22, common return wire 7"" to the bonded rail. Thiscloses the switch 25-" and sends trolley-current through the wire 27,contact-piece 26, wire 26", and resetting-wire 6 back to magnet 5, themagnet 5" having no ground connection at the time, all in the mannerdescribed in my previous patent. This resets the east signal-circuitcontroller. \Vhen the car gets onto the section 2, no battery-currentcan reach the magnet 24- for the reason that the switch 22" has beenopened when the switch 25" was closed, and so much of the current as canget through the resistance 4, bridged across the bimlingmsts, passesthrough the magnet EM" and holds the parts in their initial positionbefore described. A car traveling in the opposite direction produces thereverse series of operations, with the result that whenever a car enterseither end of the block it sends current through all the signal-lamps 79'79, extended along the block and through the red-signal lamp 75)" orTi) at the opposite end of the block.

In the apparatus shown in Figs. 3 and l the pivoted levers 29 29" are soarranged as to make and break the connections by lifting alternately thebridging-pieces 25 25" and 22" 22 Otherwise the arrangement of circuitsand the operating mechanism is the same as that previously described. Ofcourse the resistance -i should be bridged across the hinding-posts 3 3:but such resistance is not shown in the drawings. Any ordinaryresistancecoil could be employed. Figs. 3 and at merely show themagnet-circuit controller as a selfcontained instrument by itself. Thelevers 29 and 29" are so constructed that the excess of weight is uponthe right-hand side of the pivotal point 29 of each. Consequently themagnet-circuit switches 22" and 22" are normally closed and thework-circuit switches 25 and 25" are normally open, as indicated in Fig.4.

1n the modification shown in Fig. 2 the positive circuit-breakingswitches of Fig. l are dispensed with for the purpose of cheapness andsimplicity, and the two levers 2 and 23)" are combined into one lever29", and the two levers 29 and 29" are combined into one lever 29"". Inthe same way the switches 25" and 25" are combined into one switch-lever25", which cooperates with opposing sets of contacts, and the switches25 and are combined into one switch-lever 25, which cooperates withopposing sets of contacts. The supply-circuits 3 3 3" are connecteddirectly to their respective magnets 24: 2a" 2 24s", and the resistancesa t are bridged across them, as before. The common return-wire 7*instead of extending to contact-piece 22,

forming a part of the system of switches, is and T" to The sameconnected directly by branches 7 the other ends of the magnet-coils.

is true of the common return-wire at the other end of the block. Theoperation of this attraction of the other magnet-that is to say,

when a car enters the block at the east end and passes over rail-section2 the full current goes through the wire 3 and magnet 24 back to thebonded rail, while only a small amount of current passes through theresistance 4 and magnet 24 back to the bonded rail. The superiorattraction of the magnet 24 therefore pulls the pivoted lever 29* to it,with the result that trolley-current is sent through the wires 27 26 tomagnet 5,

with the hereinbefore-described result. When the car passes ontoinsulated section '2, the major portion of the current is thrown intothe magnet 24; but as a portion of the current still goes through theresistance 4 to magnet 24 the latter magnet is sufliciently energized tohold the lever 29 in its position against the attraction of the morehighly energized but more distant magnet 24". The operation of the otherparts of the system is a repetition of the same series of steps and neednot be set forth in full. 28 28 represent cross bonding-wires on thetrack.

The advantages of the invention comprise the simplicity of theapparatus, the positive nature of its action, and its capability ofcertain operation by cars moving at the highest rate of speed.

it is evident, of course, that various changes could be made in thearrangement of the circuit connections, the mechanical construction ofthe magnetcircuit-controller, and in the other details without departingfrom the spirit and scope of my invention. It is also evident that whilethe simplest means of making and breaking the circuits is through theemployment of the car-wheels and insulated rail-sections various otherkinds of apparatus could be employed for supplying current to thecircuits consecutively in the manner necessary to -produce the sequenceof operaciple of operation exists in the forms of ap-- paratus shown inFigs. 1 and 2 as well as in those shown in my applications, Serial No.209,987, filed May 26, 1904, and Serial No.

226,228, filed September 27, 1904. In all cases the signals along theblock are thrown in by one of a pair of magnets and thrown. out byanother. In all cases the current is supplied to one or the other ofthese magnets by a switching system which is magnetically controlled bythe current supplied by one or the other of two normally open circuits.Each of these circuits has a circuit-' closing device adapted to beoperated by a passing car either through the agency of the car-wheels orof the trolley-wheel. These circuit-closers are operated consecutivelyby the passing car. The one initially operated determines the directionin which the switch system is thrown and throws itthat way. When theswitch is so thrown, the apparatus merely causes the current sentthrough the other circuit-closer to hold the switching apparatus in itsinitial position during the closure of the second circuit-closer.

Having therefore described my invention,

what I claim as new, and desire to protect by Letters Patent, is-

1. A magnet circuit-controller for use in electric signaling systems forrailroads which comprises the combination of a pair of independentelectromagnets,separate.currentsuputively, a switching apparatus locatedWithin the fields of force of said magnets, and a resistance bridgedacross said supply-circuits.

3. A magnet circuit-controller for use in electric'signaling systems forrailroads which comprises the combination of a'pair of inde- IIO pendentelectromagnets,separate current-supplying circuits therefor, a commonreturnconductor, means operated by a passing car for supplying currentto said circuits consecutively, a switching apparatus located within thefields of force of said magnets, and a resistance bridged across saidsupply-circuits, said means for supplyingcurrent comprising a trackprovided upon one side with two in- I sulated rail-sections to each ofwhich one feedcircuit is connected, and bonded rails upon the other sideto'which the return-circuit is I connected. I

4. A"magnet circuit-controller for usein electric signaling systems forrailroads which comprises the combination of a pair of independentelectromagnets,separate current-supplying circuits therefor, meansoperated'by a electric signaling systems for railroads which comprisesthe combination of a pair of independent electromagnets,separatecurrent-supplying circuits therefor, means operated by a passing car forsupplying current to said circuits consecutively, a switching apparatusloeated within the fields of force of said magnets, and a resistancebridged across said supplycircuits, said switching apparatus comprisingtwo normally closed switches either of which is opened by the energizingof the other magnet.

6. In a signaling system for railroads, the combination of a magnetcircuit-controller which comprises a pair of independent electromagnets,separate current-supplying circuits therefor, means operated by apassing car for supplying current to said circuits consecutively, aswitching apparatus located within the fields of force of said magnets,and a resistance bridged across said supply-circuits, together with asignal-circuit controller, two current-supplying circuits therefor, anda normally open switch in each circuit which switch is closedsimultaneously with the opening of the feed-circuit switch of thecorresponding above-described magnet.

7. A current-controller comprising in combination, two electromagnets, apivoted lever controlled by each, bridging members on the ends of saidlevers, and separate current-supplying circuits to said magnets, thecircuit of each magnet having a break controlled by the bridging memberon one end of the lever controlled by the other magnet.

8. A current-controller comprising in combination, two electromagnets, apivoted lever controlled by each, bridging members on each end of eachlever, and separate current-supplying circuits to said magnets, thecircuit of each magnet having a break controlled by the bridging memberon one end of the lever controlled by the other magnet, together withtwo separate work-circuits, each of which has a break controlled by thebridging member on the other end of one of the levers.

9. A magnet circuit-controller for use in electric signaling systems forrailroads which comprises the combination of a pair of independentelectromagnets, separate cu rrent-supplying circuits therefor,a commonreturn-conductor, means operated by a passing car for supplying currentto said circuits consecutively, a switching apparatus lo atted withinthe fields of force of said magnets, and a resistance bridged acrosssaid supply-circuits, together with a source of electric current inseries in said common return-circuit.

10. A magnet circuit-controller for use in electric signaling systemsfor railroads which comprises the combination of a pair of independentelectroimignets, separate current-supplying circuits therefor,a commonreturn conductor, means operated by a passing car for supplying currentto said circuits consecutively, a switching apparatus located within thefields of force of said magnets, and a resistance bridged across saidsupply-circuits, said means for supplying current comprising a trackprovided upon one side with two insulated rail-sections to each of whichone feedcircuit is connected, and bonded rails upon the other side towhich the return-circuit is connected, together with an electric batteryin series in said common return-circuit.

11. In an electric signaling system for railroads, the combination witha system of circuits of an insulated rail-section operalively connectedthereto, and additional insulated rail-sections located on either sideof the operating-section, for protection thereof.

12. In a signal system for railroads, the combination of asignal-oircuit-controlling apparatus comprising pairs of magnets, themembers of each pair being adapted to alternately throw in and throw outthe signals, a switching apparatus controlling the feed-circuits to themagnets, two circuits each provided with a circuit-closer adapted to beoperated consecutively by a passing car, and means operated by saidcircuits to throw the switching apparatus in a direction determined bythe initially-operated circuit-closer and to hold it in the position soassumed during the closure of the second circuit-closer.

Signed at Lansford, Pennsylvania, this 24th day of January, 1905.

HOWELL \V. SOUDER.

Vitnesses:

JNo. \V. \VERNE FRANK P. Boas.

lOO

